Combined generator and alternator arrangement for use in DC charging of electric vehicles.

Abstract

Embodiments described herein are directed to a charging assembly for use with a battery. The assembly includes an engine, a voltage regulator, an engine control unit, a charge controller, and a rectifier. The engine drives an alternator to generate either single-phase or polyphase AC voltage. The voltage regulator is in communication with the alternator. The rectifier converts the AC voltage from the alternator to DC before delivering it to the battery pack. The engine operates at a variable speed during battery charging, including an initial higher revolutions per minute (rpm) corresponding to a maximum charge rate when the battery's current charge is below a predetermined threshold level, and a subsequent reduced revolutions per minute (rpm) when the battery's temperature increases and the battery's current charge increases; during periods when the battery's temperature increases and the battery's current charge increases, the charge rate slows as directed by the battery management system.

Description

[Technical Field]

[0001] This utility patent application claims the benefit of priority to U.S. Provisional Patent Application No. 63 / 396,262, filed August 9, 2022, and entitled "Combination Generator and Alternator Arrangement such as for use in Charging an Electric Vehicle," the entire contents of which are incorporated herein in their entirety.

[0002] The present disclosure relates generally to battery charging systems and assemblies. Specifically, embodiments described herein disclose mechanisms for providing rapid charging for electric vehicles that also have a network of rechargeable batteries. [Background technology]

[0003] Electric vehicle (EV) technology is becoming increasingly advanced and is being used not only for commercial transportation of goods but also as a new way of personal travel. Although it is a very viable solution, one of the most significant challenges to widespread success and adoption relates to battery capacity and charging time / rate.

[0004] Most EV-type battery architectures include either lithium-ion, nickel-metal hydride, lead-acid, or ultracapacitor-type batteries, the latter utilizing a polar liquid between the electrodes and electrolyte to store energy and are used to increase power when the vehicle accelerates and climbs hills, as well as assisting regenerative braking. Ultracapacitors also serve as a secondary energy storage system, helping to balance load power.

[0005] As is further known, a vehicle's battery management system (BMS) monitors the state of charge of an EV battery to prevent either overcharge or over-discharge conditions, which often result in battery damage, increased temperature, and reduced battery life. As is also known, an efficient BMS maximizes the vehicle's range through efficient consumption of the vehicle's stored energy by using various charging profiles.

[0006] A key remaining challenge is providing a reliable electrical infrastructure and capacity to charge EV vehicles. Specifically, it is estimated that existing electricity distribution networks (as often provided by coal-fired or gas-fired power plants) will need to triple or quadruple their capacity to support the rate of growth of electric vehicles in the market.

[0007] Furthermore, individuals and / or businesses have indicated their intention to purchase significant numbers of electric vehicles, but are facing problems with charging capabilities, such as available electricity from the power grid, because the power grid was built over many years and was not designed to deliver power to the large-scale charging networks required for mass EV use; grid modifications could take years and would require extensive installation of above- and underground power lines, substations, and transformers, as well as the availability of fast-charging facilities, due to the very large peak charging volumes. A further problem that is often ignored is that a failure of the power grid could, among other things, result in a total transportation capacity outage.

[0008] 1, there is shown a vehicle 1 which further has an on-board rechargeable battery power source 2 (see above) and an active battery management system (BMS) 3. To reliably fast charge the vehicle 1, a high voltage DC power input (typically in the range of 200V to 1000V) is required and may include either a 480V, 50 / 60Hz three-phase generator 4 or a power utility, or a grid input source 5 (also typically 480V, 50 / 60Hz) is required.

[0009] The generated power is then delivered to DC charging station 6, which supplies it (via input line 7) to vehicle battery 2. EV vehicle BMS 3 is in two-way communication with DC charging station 6 (via line 8), allowing the BMS sensors and control software to adjust the charge rate provided to battery 2.

[0010] As is further known, DC fast electric vehicle chargers (EV chargers) are typically classified as either Level 1, Level 2, or direct current (DC) fast charging. One difference between these three levels is the input voltage: Level 1 utilizes 110 / 120 volts AC, Level 2 utilizes 208 / 240 volts AC, and DC fast chargers utilize between 200 and 600 volts AC (input).

[0011] Other known battery charging systems include those disclosed in WO2014 / 196939, which teaches at least one electric engine that converts electrical power into mechanical power. Other features include at least one alternator that converts mechanical energy produced by the electric engine into electrical energy, and at least one battery that stores the electrical energy produced by the alternator.

[0012] Other features include at least one rectifier and charger circuit for rectifying the alternating current produced by the alternator and charging the battery, and at least one speed sensor for detecting the speed of the vehicle, along with at least one electronic control unit, the electronic control unit adapted to activate the alternator when the electric vehicle reaches a specified speed or deactivate the alternator when the speed is below the specified speed.

[0013] Also disclosed are systems, apparatus, and methods for charging electric vehicles, as described in U.S. Patent No. 9,592,742 to Sosinov, which teaches a power source and a power coupling element connected to the power source for transferring electrical energy delivered from the power source to the electric vehicle. Other features include an electric cart carrying the power source for movement of the power source from a first location to a second location, and a control and communication system connected to the electric cart, whereby the electric vehicle charger can be moved from the first location to the second location by remote control and / or command from the control and communication system.

[0014] Conventional supply charging stations are further known to be quite complex and require the use of a transformer or other device to boost the voltage to the required level, which is then rectified from AC to DC, along with a capacitor to clean the output. Furthermore, such devices receive constant feedback from the EV's BMS (battery management system) and, in response, adjust the rate of charge based on sensed conditions, including the EV's battery temperature and other factors. As is also known, these DC fast charging units can be very expensive and require permits and power lines to be installed, which can add significant costs; again, all of this is only possible if grid capacity is available.

[0015] Attempts to address this issue to alleviate grid capacity have included the use of various types of solutions, including energy storage devices such as battery systems, flywheels, fuel cells, and internal combustion (ICE) engine-based generators. While ICE generators have generally proven to be the least desirable solution, they remain the only option that can realistically provide reliable, on-demand power. While the engine is spinning the alternator, the alternator provides three-phase 480V AC to the same expensive charging station. The alternator also requires the ICE engine or generator to operate at 50 / 60 Hz, at which point the engine is limited to a fixed speed of 1,500 / 1,800 RPM. Therefore, most of the time, the engine or generator operates outside its efficient "sweet spot" or "efficiency island chart," which is typically between 1,500 / 3,500 RPM. Furthermore, most engines are undesirably polluting energy sources. [Prior art documents] [Patent documents]

[0016] [Patent Document 1] WO2014 / 196939 [Patent Document 2] U.S. Patent No. 9,592,742 Summary of the Invention

[0017] To address the above problems, an improved DC fast charging scheme for use with EV vehicles is disclosed herein that seeks to overcome many of the shortcomings of the prior art. Either an internal combustion engine or a generator is provided that drives an alternator. The alternator is connected to a voltage regulator and operates to rectify the AC load into a DC voltage output before delivery to the vehicle battery. In alternative applications, a "DC" alternator capable of regulating voltage via its own regulator may be used.

[0018] An engine control unit (ECU) is arranged in two-way communication with the engine / generator, the ECU is arranged in two-way communication with the charge controller, which is also arranged in two-way or two-way communication with the vehicle's BMS. A genset controller provides processing for the generator and facilitates engine start, stop, data measurement, data display, and fault protection functions, in addition to generator power measurement, power display, and power protection, and is in communication with the ECU, voltage regulator, and charge controller.

[0019] Further variations include the provision of multiple generator units to charge multiple vehicles. The alternator may further be modified as a three-phase unit.

[0020] The embodiments herein are applicable to non-EV vehicle charging environments and can include any battery-powered system incorporating a similar battery management system.

[0021] In one embodiment, a charging assembly for use with a battery having a battery management system is provided. The assembly includes an engine, a voltage regulator, an engine control unit, a charge controller, and a rectifier. The engine drives an alternator to generate either single-phase or polyphase AC voltage. The voltage regulator is in communication with the alternator. The rectifier converts the AC voltage from the alternator to DC before delivery to the battery pack. The engine operates at a variable speed during battery charging based on the power and charge rate requirements of a BMS associated with a charging profile, typically initially at a high revolutions per minute corresponding to a maximum charge rate when the battery's current charge is below a predetermined threshold level, and then decreases as the battery temperature increases and the current charge of the battery increases, while the charge rate slows as directed by the battery management system.

[0022] In another embodiment, a charging assembly is provided. The charging assembly includes a battery assembly and the charging assembly. The battery assembly includes a battery pack having at least one battery cell. The charging assembly includes an engine, a voltage regulator, an engine control unit, a charge controller, and a rectifier. The engine drives an alternator for generating a polyphase AC voltage. The voltage regulator is communicatively coupled to the alternator. An engine control unit is communicatively coupled to the engine. The charge controller is communicatively coupled to the voltage regulator, the alternator, and the battery assembly. The rectifier converts the AC voltage from the alternator to DC before delivering it to the battery assembly. The engine operates at a variable speed during charging, the variable speed including an initial higher revolutions per minute corresponding to a maximum charge rate when the battery assembly is below a predetermined threshold, and a subsequent reduced revolutions per minute when the temperature of the battery assembly increases and the charge level of the battery assembly increases, or as directed by the BMS based on a charge profile.

[0023] In yet another embodiment, a charging assembly is provided. The charging assembly includes a battery assembly and a charging assembly. The battery assembly includes a battery pack having at least one battery cell. The charging assembly is positioned external to the battery assembly and includes a power conversion circuit, a processor, an engine, an engine control unit, and a charge controller.

[0024] The power conversion circuit includes a multi-phase alternator, a voltage regulator communicatively coupled to the multi-phase alternator, and a rectifier for converting AC voltage from the multi-phase alternator to DC before delivering it to the battery assembly. The rectifier includes a pair of transistors for each phase of the multi-phase alternator, each of the transistor pairs configured to switch between a power-on state and a power-off state to control the direction of current flow and output a controlled DC current. The processor is communicatively coupled to the power conversion circuit and configured to provide control signals to the rectifier to switch each of the transistor pairs between the power-on state and the power-off state. The engine drives the multi-phase alternator to generate the multi-phase AC voltage. The engine control unit is communicatively coupled to the engine, and the charge controller is communicatively coupled to the power conversion circuit and the battery assembly. The engine operates at variable speeds during charging, including an initial higher revolutions per minute corresponding to a maximum charge rate when the battery assembly is below a predetermined threshold, and a subsequent reduced revolutions per minute as the temperature of the battery assembly increases and the charge level of the battery assembly increases.

[0025] These and other features provided by the embodiments described herein will be more fully understood when considered in conjunction with the drawings and the following detailed description.

[0026] The embodiments set forth in the drawings are illustrative and exemplary in nature and are not intended to limit the subject matter defined by the claims. The following detailed description of illustrative embodiments can be understood when read in conjunction with the following drawings, in which like structure is indicated with like reference numerals and in which: [Brief explanation of the drawings]

[0027] [Figure 1] FIG. 1 is a schematic diagram of a conventional electric vehicle (EV) DC charging arrangement according to the prior art, including a DC charging station powered by either a three-phase generator rated at 480V AC 50 / 60Hz or a dedicated power supply input and connected to a vehicle battery and battery management system assembly. [Figure 2] FIG. 1 illustrates a schematic diagram of an EV charging arrangement including a generator, alternator and supporting controls, a voltage regulator, and a rectifier, respectively, and providing an adjustable charging rate in response to a battery rate of charge, a battery temperature assembly, and the like, according to one or more embodiments shown and described herein. [Figure 3] 3 is a schematic diagram illustrating multiple alternator units in the EV charging arrangement of FIG. 2 according to a further variation of the EV charging arrangement according to one or more embodiments shown and described herein. [Figure 4] 3 is a schematic diagram of a three-phase alternator unit in the EV charging arrangement of FIG. 2 according to one or more embodiments shown and described herein. [Figure 5] FIG. 5 is a schematic diagram illustrating a topology for the power conversion circuit of FIG. 4 to provide an active rectifier booster on three phases and a buck converter that may apply a voltage to the excitation coil, according to one or more embodiments shown and described herein. [Figure 6] FIG. 5 is a schematic diagram of a three-phase alternator in the EV charging arrangement of FIG. 4 including sensors and feedback loops according to one or more embodiments shown and described herein. DETAILED DESCRIPTION OF THE INVENTION

[0028] The embodiments described herein are directed to a charging system configured to operate a charging engine or generator at variable speeds to efficiently charge an electric vehicle's battery, whereby the charging rate is high when the battery is below a predetermined threshold and slows down when the battery's temperature is rising and the battery's charge is increasing toward a predetermined "full" threshold. In this way, the system and mechanism does not require the expensive installed capacity of a traditional charging station, and by having a dynamic unit that adapts according to the charging rate, the overall cost-effectiveness of the system is improved compared to traditional systems.

[0029] The present disclosure also addresses the need for multi-vehicle charging capabilities, as multiple alternators, each containing separate coils and exciters, can be coupled together, each with its own controller and voltage regulator to handle each of the BMS's demands for the vehicles. In this arrangement, the engine control unit takes into account the power output requirements and varies the engine / generator speed and load to meet the efficiency sweet spot for each of the individually charging EV vehicles. Typically, in a multi-vehicle charging unit, the engine speed is higher during the initial portion of the charge and slows down later when consumption is lower, allowing for rapid charging of multiple vehicles connected to the same generator.

[0030] Thus, the EV vehicle is charged by a DC voltage directly connected to the generator / alternator without the need for a charging station. Furthermore, there is variable speed for the alternator / generator to optimize efficiency based on the overall power requirements of the BMS in conjunction with a specific engine efficiency map. Voltage regulation can be performed based on the BMS and adjusted accordingly via the controller and rectifier of the charging system. Furthermore, the current change and / or voltage level can be determined based on the BMS and adjusted via the active rectifier of the charging system.

[0031] As used herein, the term "communicatively coupled" means that the coupled components can exchange signals with each other, such as, for example, electrical signals such as voltage and current through conductive or non-conductive media, data signals over Wi-Fi, Bluetooth, networks through conductive or non-conductive media, electromagnetic signals through air, optical waveguides, optical signals through conductive or non-conductive media, and the like.

[0032] With reference to the accompanying illustrative examples, including the schematic diagram of Figure 2, the present disclosure discloses a charging arrangement for fast charging a battery-assisted vehicle or appliance, such as, but not limited to, an electric vehicle 1, generally designated 10 in Figure 2, again further including a battery 2 and a corresponding management system and BMS 3 arrangement. The battery 2 may be a battery assembly including at least one battery cell configured to be rechargeable. The battery 2 may be configured to provide propulsion power to the vehicle 1 and / or to provide electrical power to other components of the vehicle 1 or other appliances.

[0033] As previously mentioned, features of EV charging mechanism 10 include an engine or generator 12, such as one that can include any of a variety of internal combustion engines, as well as one that can operate on any fuel source, including, but not limited to, various grades of gas, diesel, natural gas, propane, hydrogen, water, electricity, and / or the like. Additionally, it should be understood that EV charging mechanism 10 is releasably coupled to vehicle 1 or other appliance through connectors known to those skilled in the art.

[0034] An alternator 14 is provided which is driven by the engine 12 via a connection 16. As is commonly known, the alternator 14 is a generator which converts mechanical energy into electrical energy in the form of alternating current. As is further known, alternators called magneto generators use permanent magnets as their magnetic field.

[0035] The alternator 14 is communicatively coupled to the voltage regulator 18 and operates to rectify AC loads to a DC voltage output before delivery to the battery assembly 2. This occurs through a stator field 20 and a rotor field 22, respectively, represented within the alternator 14, which interacts with the voltage regulator 18 and operates to provide the AC output to a rectifier component 24 for conversion to DC, which is then sent to the vehicle 1's EV battery 2 via output lines 26. It should be appreciated that the rectifier component 24 is therefore communicatively coupled to the vehicle 1's EV battery 2 via output lines 26. Without limitation, the illustrated alternator 14 may be replaced by a "DC" version alternator capable of regulating voltage via its own internal regulator. Thus, the EV vehicle 1 is directly charged with the DC output voltage generated by the charging arrangement 10 (e.g., the AC loads generated by the alternator 14 and converted by the rectifier 24 / voltage regulator 18) without the need for a charging station.

[0036] An engine control unit 28 is arranged to be two-way or bidirectionally coupled to communicate with the engine / generator 12 via communication line 30. The ECU 28 may also be two-way or bidirectionally coupled to communicate with a charge controller 32 via communication line 34, which in turn is arranged to be two-way or bidirectionally coupled to communicate with the vehicle BMS 3 via communication line 36.

[0037] The engine control unit 28 may be an electronic control unit (ECU), a central processing unit (CPU), and / or the like to perform the functions described herein. For example, the engine control unit 28 may be configured to receive, analyze, and process sensor data and / or image data, perform calculations and mathematical functions, convert data, fuse data, or information, control the engine / generator 12, etc. The engine control unit 28 may include one or more processors and other components, such as one or more memory modules that store logic executable by the one or more processors. Each of the one or more processors may be a controller, integrated circuit, microchip, central processing unit, or any other computing device. The one or more memory modules may be non-transitory computer-readable media and may be configured as RAM, ROM, flash memory, hard drive, and / or any device capable of storing computer-executable instructions such that the computer-executable instructions can be accessed by the one or more processors.

[0038] Also shown are communication lines 37 communicatively coupled to and extending between the BMS 3 and the voltage regulator 18, which is a device used in generators to automatically adjust voltage levels by smoothing out any fluctuations in voltage to a constant level. That is, the voltage regulator 18 may filter or smooth out a repeating sine / cosine wave to a constant level. The communication lines 37 enable the voltage regulator 18 to adjust the voltage to determine the charging rate based on the specifications of the BMS 3 of the vehicle 1.

[0039] A gen set controller 38, which provides operation for the generator 12 and alternator 14 and facilitates engine start, stop, data measurement, data display, and fault protection functions, as well as generator power measurement, power display, and power protection, is provided communicatively coupled to each of the ECU 28, voltage regulator 18, and charge controller 32 via communication lines 40, 42, and 44, respectively. Also shown is a communication line 45 located between and communicatively coupling the gen set controller 38 and charge controller 32.

[0040] The gen set controller 38 may be an electronic control unit (ECU), a central processing unit (CPU), and / or the like to perform the functions described herein. For example, the ECU may be configured to receive, analyze, and process data, perform calculations and mathematical functions, convert data, generate data, control various charging components, etc. The gen set controller 38 may include one or more processors and other components, such as one or more memory modules that store logic executed by the one or more processors. Each of the one or more processors may be a controller, integrated circuit, microchip, central processing unit, or any other computing device. The one or more memory modules may be non-transitory computer-readable media and may be configured as RAM, ROM, flash memory, hard drive, and / or any device capable of storing computer-executable instructions such that the computer-executable instructions can be accessed by the one or more processors. The computer-executable instructions may include, for example, logic or algorithms written in any programming language of any generation, such as a machine language that may be executed directly by a processor, or assembly language, object-oriented programming, scripting languages, microcode, etc., that may be compiled or assembled into computer-executable instructions and stored in one or more memory modules. Alternatively, the computer-executable instructions may be written in a hardware description language, such as logic implemented via either a field programmable gate array (FPGA) configuration or an application specific integrated circuit (ASIC), all equivalents thereof. Thus, the methods and / or processes described herein may be implemented as hardware elements programmed in any conventional computer programming language, or as a combination of hardware and software components.

[0041] The GEN controller 38 may further include necessary components, software, firmware, hardware, etc., to be communicatively coupled to the BMS 3 so that data may travel between the devices in a bidirectional manner. The BMS 3 may transmit a plurality of battery-related data, such as the current charge of the battery assembly 2, the overall power requirements of the battery assembly 2, an engine efficiency map of the vehicle 1, data related to the temperature of the battery assembly 2, and other data sensed or recorded on the vehicle and communicated via the BMS 3. Thus, the GEN controller 38 may receive the battery-related data transmitted from the BMS 3. In response, the GEN controller 38 may provide commands or instructions to other components of the EV charging system 10 to vary or change the engine operating speed during charging of the battery assembly 2 based on the battery-related data transmitted from the BMS 3 to vary the DC voltage output to the battery assembly 2. Varying the engine operating speed during such charging optimizes charging efficiency based on the overall power requirements determined by the BMS 3 and the vehicle 1's specific engine efficiency map. Therefore, specific voltage regulation can be provided based on data from the BMS 3 and performed by the generator set controller 38 and rectifier 24 .

[0042] As will be described, the voltage (e.g., 200V to 1000V AC) generated by the alternator may be provided in single-phase or three-phase form. However, this is not limiting, and the number of phases may be greater than three, such as five, seven, nine, etc. The speed (or RPM) of the generator 12 may be adjusted during the EV charging cycle by the GENC 18, which further communicates in real-time with the BMS 3 to adjust (typically decrease) the RPM of the generator 12 in response to look-up table variables related to the optimal charge rate of the battery 2 as determined by the BMS 3, take into account factors such as battery temperature and current charge level, and achieve an efficiency sweet spot.

[0043] This type of engine, or any other engine providing kinetic power, is coupled to an alternator which is capable of generating 200 to 1000V AC single phase (based on a voltage regulator that excites it accordingly), which is rectified back to DC at 24 by an additional power conditioner and connected directly to the vehicle, completely eliminating the need for expensive charging station units such as those described in Figure 1 and other prior art referenced.

[0044] The BMS 3 also communicates directly with a control panel (not shown), which automatically controls the voltage regulator to meet the power requirements and charge rate of the vehicle battery 2 (including each of the types previously defined, and not limited to lithium-ion type cells).

[0045] As also previously explained, when the unit provides DC power to the vehicle, the engine / generator 12 speed is not limited to 1,500 or 1,800 rpm, thereby achieving the "efficiency island sweet spot" through maximizing the unit's power potential.

[0046] As is further known, the power output of engine 12 is a function of torque and RPM, and any limitation on RPM will limit the maximum power output of the unit. By way of a non-limiting example, a 6.2 liter engine rotating at 1800 rpm and producing 390 lbs of torque will output approximately 100 Kw, and the same engine operating at 3000 rpm and producing the same 390 lbs of torque will output approximately 166 Kw, a 40% increase in power output.

[0047] By way of further explanation, engine control unit 28, also commonly referred to as an engine control module (ECM), is a type of electronic control unit that controls a series of actuators on internal combustion engine 12 to ensure optimal engine performance. Engine control unit 28 does this by reading values from numerous sensors in the engine room, interpreting the data using multi-dimensional performance maps (called look-up tables), and adjusting the engine actuators.

[0048] In this manner, the benefit of the charging engine or generator 12 operating at variable speed is significant to its ability to efficiently charge the EV vehicle 1, with a higher charging rate when the battery 2 is at a predetermined threshold level (e.g., nearly empty, empty, or depleted) and a significantly slower charging rate as the temperature of the battery 2 sensed by the BMS 3 increases and the charge level of the battery 2 increases toward a predetermined fully charged "full" threshold. In this manner, the present system and mechanism does not require the costly installed capacity of prior art charging stations, and by having a dynamic unit that adapts according to the charging rate, the overall cost effectiveness of the system is better.

[0049] The present disclosure also addresses the need for multi-vehicle charging capabilities, as multiple alternators, each containing separate coils and exciters, can be coupled together, each with its own controller and voltage regulator to address each of the vehicle's BMS requirements. In this arrangement, the engine control unit takes into account the power output requirements and varies the engine / generator 12 speed and load to meet the efficiency sweet spot for each of the individually charging EV vehicles. Typically, in a multi-vehicle charging unit, the engine 12 speed is higher during the initial portion of charging and slows down later when consumption is lower, allowing for rapid charging of multiple vehicles connected to the same generator.

[0050] Referring to FIG. 3, an example diagram of multiple alternator units based on the teachings of FIG. 2 according to a further variation of an EV charging arrangement is shown generally at 10′. Identical components are repeatedly numbered with reference to the descriptions provided in FIG. 2. In this manner, multiple alternator units can be operated from a single engine / generator to provide enhanced fast charging capabilities for a larger number of BMS-activated battery-powered devices (again, including, but not limited to, EV vehicles).

[0051] Referring now to FIG. 4, a further modified charging mechanism 10'' is shown incorporating a polyphase alternator unit, further designated 22'. As shown, polyphase alternator 22' includes three single-phase windings spaced such that the induced voltage in any one phase is displaced 120 degrees from the other two phases. Thus, polyphase alternator 22' is shown as a three-phase alternator. It should be understood that this is not limiting, and polyphase alternator unit 22' may have any number of phases, such as five, seven, nine, etc. Otherwise, the charging mechanism of FIG. 4 is substantially as previously described.

[0052] 5, which schematically illustrates a topology for a power conversion circuit 50 including the engine / generator 12, alternator 14, voltage regulator 18, and rectifier 24 of FIG. 4 to provide an active rectifier booster on three phases and a buck converter capable of applying a voltage of 0-24V to an excitation coil 51. It will therefore be understood that power conversion circuit 50 is communicatively coupled to and / or utilizes the components of FIG. 4 apart from the features described herein, and therefore, for reasons of brevity, those features will not be described again.

[0053] In a non-limiting example, the engine / generator 12 may be a 480V AC, 60 Hz synchronous machine with the exciter coil 51 separated from the engine / generator 12, which is driven by a nominal 12V DC. Furthermore, the windings and exciter of the generator 12 may be electrically isolated from the chassis by at least 2 MΩ. Furthermore, the vehicle 1 may be intended for a 500V DC system at plus or minus 5 percent, which may correspond to a 250 kW charge as a load. This may therefore exceed the engine / generator 12. Therefore, the disclosed arrangement provides efficiency, adaptability, and controllability. Accordingly, the alternator 14 may include an exciter field at 0V to 24V DC and 18 to 23.9 Ω. The windings may be configured as a 277V AC series delta connection and may operate at 40 to 80 Hz. Furthermore, the load may be between 0 and 500V DC at 500A DC. It will be apparent to those skilled in the art that the arrangement of the windings and / or exciter field in the alternator 14 may be in other ranges, may be arranged in different configurations, and may be configurable with different voltages, without limitation.

[0054] The excitation coil 51 may include a 0V to 24V DC power supply 64, a buck converter 61 including a capacitor 70 and an inductor 68, and a pair of MOSFETs 66 arranged such that at least one of them is in a parallel configuration with the capacitor 70. The generator 12 further includes a series-arranged inductor 72 and resistor 73, which are arranged in parallel with the capacitor 70 and the pair of MOSFETs 66.

[0055] The power conversion circuit 50 is communicatively coupled to the gen set controller 28 and the charge controller 32 via communication line 42 and / or communication lines 34, 44, 45. Accordingly, in this embodiment, the rectifier booster 24, shown as a plurality of transistors 52, is configured to switch between a power-on state and a power-off state based on control signals received from the gen set controller 28. Such control allows the active rectifier to control the direction of current flow in the coils, which allows the coils to generate a more efficient and controlled DC output. Accordingly, as described in detail herein, the gen set controller 28 and / or the charge controller 32 provide control signals that cause the transistors 52 to switch between a power-off state and a power-on state. Accordingly, the rectifier booster 24, sometimes known as an active transistor, may utilize the coils of the alternator 14 by replacing the conventional diodes with power transistors. Such control allows the active rectifier to control the direction of current flow in the coils, which allows the coils to generate a more efficient and controlled DC output.

[0056] In some embodiments, transistor 52 may be an insulated-gate bipolar transistor (IGBT). In other embodiments, the transistor may be any semiconductor device. In other embodiments, a MOSFET may be used and may be controlled between a power-on state and a power-off state by a control signal. Furthermore, it should be appreciated that in some embodiments, a MOSFET may be used in conjunction with or in combination with an IGBT.

[0057] Each of the transistors 52 is divided into a transistor pair 54', 54", 54'", and each of the transistor pairs 54', 54", 54'" are positioned in a parallel configuration. Furthermore, because the alternator 14 is a polyphase alternator, each phase of the alternator 14 is communicatively coupled to a respective one of the transistor pairs 54', 54", 54'" such that the output from each respective phase of the alternator 14 can be controlled to be a smoothed or filtered sinusoidal wave when compared to conventional systems. This arrangement results in a controlled and efficient DC output from the rectifier 24 by using the transistors 52 to control the direction of current flow and output the controlled DC. Thus, the power conversion circuit 50 is configured to convert the AC voltage from the alternator 14 to DC before delivery to the battery assembly 2, and to control the direction of current flow and output the controlled DC.

[0058] The GEN set controller 28 and / or charge controller 32 are configured to actively control the rectifier booster via at least one control signal and / or data sent from the GEN set controller 28 and / or charge controller 32 to the transistor 52. This is an advantage over conventional systems in which the rectifier booster is passive, for reasons discussed further herein. The power conversion circuit 50 described herein offers many advantages over conventional passive systems, such as a simpler or less complex design using fewer components, no significant magnetic passives, output voltage is controllable and can be any voltage above the alternator output voltage, the voltage excited by the magnetic field is fully controllable and allows for varying motor constants, generator 12 current and output are measured for use in control and limiting, contactors may allow for full mechanical output disconnection, and the use of transistors instead of diodes allows for custom communications to step up voltage and operate in an efficient regime.

[0059] In conventional alternators, the diodes in the rectifier assembly simply pass current in one direction regardless of the polarity of the AC input. Such a configuration creates problems such as voltage spikes and ripples that can damage the electrical system of vehicle 1. On the other hand, the power conversion circuit 50 including the active rectifier described herein controls the direction of current flow, which allows for the production of a much cleaner and more regulated DC output.

[0060] While the diodes in a conventional rectifier assembly have a voltage drop, meaning that some of the energy from the alternator is lost as heat, the active rectifiers of the power conversion circuit 50 have a much lower voltage drop, meaning that more of the alternator's output is converted into usable DC power. Therefore, the power conversion circuit 50 including the active rectifiers described herein improves the efficiency of the alternator 14 in addition to providing a cleaner DC output. Thus, each phase (coil) of the alternator 14 is used by a transistor 52 (active rectifier) to generate an AC input current. The coils are arranged in three or more phases, and the active rectifier uses switching circuitry to control the current flow through each phase, allowing the active rectifier to generate a more efficient and controlled DC output.

[0061] Additionally, the power conversion circuit 50 may include a contactor 56 to prevent undesirable consequences such as short circuits, overloads, unwanted influx of current or voltage, and the like.

[0062] 5 and 6, in some embodiments, the output voltage from the alternator exciter 51 may be regulated using the rectifier 24 in conjunction with a feedback loop 78 for controlling the DC output voltage via connection 26. The feedback loop 78 may be configured to compare the actual output voltage via a DC current sensor 82 and current sensors 80a, 80b, and 80c to a desired output voltage stored or calculated by the GEN controller 38. In response, the GEN controller 38 may adjust the duty cycle of the switches (e.g., the various transistors 52) to maintain the desired output voltage. The duty cycle may be the percentage of time that the switches (e.g., the various transistors 52) are in a power-on state. A higher duty cycle may result in a higher output voltage, and a lower duty cycle may result in a lower output voltage. Thus, the feedback loop is smart in that it automatically adjusts the duty cycle so that the output voltage is always maintained at the desired level.

[0063] Thus, current sensors 80a, 80b, 80c are communicatively coupled to the output of alternator 14 and to ECU 28. DC current sensor 82 is communicatively coupled to communication line 26 and gen set controller 38 such that feedback loop 78 may be configured to adjust the output DC voltage taking into account requirements needed by BMS 3, such as charge rate, voltage, and current, and the actual and desired output by charging arrangement 10.

[0064] Additionally, feedback loop 78 may allow rectifier 24 to be active to precisely regulate the output voltage. Such a configuration is advantageous where a constant charge is required, such as in power supplies and battery chargers where the output voltage needs to be kept constant.

[0065] Additionally, in another aspect of current regulation using information from the BMS 3, the rectifier 24 may also control the current by using a feedback loop 78 to control the duty cycle of the switches (e.g., the various transistors 52). The feedback loop 78 may provide data so that the generator set controller 38 compares the actual current to the desired current and then adjusts the duty cycle of the switches (e.g., the various transistors 52) to maintain the desired current. Thus, the duty cycle is the percentage of time that the switches (e.g., the various transistors 52) are turned on. A higher duty cycle may result in a higher current, and a lower duty cycle may result in a lower current. Thus, the feedback loop adjusts the duty cycle so that the current is always maintained at the desired level.

[0066] Beyond the variations described, it is again understood that the present EV charging scheme is not limited to EV-type fast charging, but can contemplate the ability to charge any battery-containing device or appliance, including similar battery management systems. This can further include, without limitation, battery pack-powered communication towers, including similar battery management systems operated by generators and subject to the same limitations as specific RPMs. The charging scheme of the present disclosure also provides off-grid charging of any BMS-operated battery pack, which can be used to reduce peak demand from the electrical grid during times of high usage.

[0067] While the inventor's novel ideas have been described, other and additional preferred embodiments will become apparent to those skilled in the art to which it pertains without departing from the scope of the appended claims. It is further understood that the detailed description and drawings are intended to support this disclosure, the scope of which is defined by the appended claims. While some of the best modes and other embodiments for carrying out the claimed teachings have been described in detail, there are various alternative designs and embodiments for carrying out the present disclosure, as defined in the appended claims.

[0068] It is further understood that the above disclosure is not intended to limit the disclosure to the precise form or particular field of use disclosed. Accordingly, it is contemplated that various alternative embodiments and / or modifications to the disclosure, whether expressly described or implied herein, are possible in light of the present disclosure. Thus, while embodiments of the present disclosure have been described, those skilled in the art will recognize that changes can be made in form and detail without departing from the scope of the present disclosure. Accordingly, the present disclosure is limited only by the scope of the claims.

[0069] In the foregoing description, the present disclosure has been described with reference to specific embodiments. However, as those skilled in the art will recognize, the various embodiments disclosed herein can be modified or embodied in various other forms without departing from the spirit and scope of the present disclosure. Accordingly, this description is to be considered illustrative and is for the purpose of teaching those skilled in the art how to make and use the various embodiments of the present disclosure. It is to be understood that the forms of the disclosure shown and described herein are to be taken as representative embodiments. Equivalent elements, materials, processes, or steps may be substituted for those typically shown and described herein. Moreover, some features of the present disclosure can be utilized independently of the use of other features, as will all be apparent to those skilled in the art given the benefit of this description of the disclosure. As used to describe and claim this disclosure, words such as "including," "comprising," "incorporating," "consisting of," "having," "is," and the like are intended to be construed in a non-exclusive manner, i.e., allowing for the presence of items, components, or elements not expressly described. Reference to the singular is also construed to relate to the plural.

[0070] Furthermore, the various embodiments disclosed herein should be taken in an illustrative and descriptive sense and should not be construed as limiting the present disclosure in any way. All joint references (e.g., attached, affixed, coupled, connected, etc.) are used solely to aid the reader's understanding of the present disclosure and, in particular, cannot impose limitations on the position, orientation, or use of the systems and / or methods disclosed herein. Accordingly, joint references, if any, should be interpreted broadly. Moreover, such joint references do not necessarily infer that two elements are directly connected to each other.

[0071] Furthermore, all numerical terms such as, but not limited to, "first," "second," "third," "primary," "secondary," "main," or any other conventional and / or numerical terminology should also be taken only as identifiers to aid the reader in understanding the various elements, embodiments, variations, and / or modifications of the present disclosure, and in no way create any limitations, particularly with regard to the hierarchy of any element, embodiment, variation, and / or modification relative to another element, embodiment, variation, and / or modification, or the priority of any element, embodiment, variation, and / or modification relative to another element, embodiment, variation, and / or modification.

[0072] It will also be recognized that one or more of the elements shown in the drawings / figures may be implemented in a more separated or integrated manner, or even removed or rendered inoperative in some cases, as may be useful depending on the particular application. Furthermore, any significant hatching in the drawings / figures should be considered as illustrative only and not limiting, unless specifically designated otherwise.

Claims

1. 1. A charging assembly for use with a battery having a battery management system, comprising: an engine driving an alternator for generating either single-phase or polyphase AC voltage; a voltage regulator in communication with the alternator; a rectifier for converting the AC voltage from the alternator into a DC voltage output before delivery to the battery; a processor communicatively coupled to the battery management system, the processor configured to receive a plurality of battery-related data transmitted from the battery management system; Equipped with a charging assembly wherein the battery is directly communicatively coupled to the alternator, and wherein the engine operates at a variable speed during charging of the battery to vary the DC voltage output to the battery based on the plurality of battery-related data transmitted from the battery management system.

2. 2. The charging assembly of claim 1, wherein the engine operates at a variable speed during charging of the battery based on the plurality of battery-related data transmitted from the battery management system, the variable speed including an initial higher revolutions per minute corresponding to a maximum charging rate when the current charge of the battery is below a predetermined threshold level, and a subsequent reduced revolutions per minute as the temperature of the battery increases and the current charge of the battery increases, the charging rate slowing as directed by the battery management system during the period when the temperature of the battery increases and the current charge of the battery increases.

3. The charging assembly of claim 1 , wherein the plurality of battery-related data includes an overall power requirement and an engine efficiency map.

4. 2. The charging assembly of claim 1, further comprising: a voltage regulator operating in combination with the rectifier to convert the AC voltage to the DC voltage output before delivery to the battery; and an alternator having a stator field and a rotor field as depicted, the alternator interacting with the voltage regulator and operating to provide the AC voltage to the rectifier for conversion to the DC voltage output, which is then sent to the battery via connecting lines.

5. the processor: Facilitate engine start, stop, data measurement, data display, and fault protection functions in addition to generator power measurement, power display, and power protection. further comprising 10. The charging assembly of claim 1, wherein the processor is communicatively coupled to each of an engine control unit, the voltage regulator, and a charging controller.

6. 10. The charging assembly of claim 1, further comprising the battery and the electrical management system installed in an EV type vehicle.

7. 10. The charging assembly of claim 1, wherein the alternator further comprises a plurality of alternators for charging a plurality of batteries.

8. 10. The charging assembly of claim 1, wherein the alternator further comprises a three-phase output.

9. a battery pack having at least one battery cell; and Battery Management System a battery assembly including: an engine driving a polyphase alternator for generating an AC voltage; an engine control unit communicatively coupled to the engine; a voltage regulator communicatively coupled to the alternator; a rectifier for converting the AC voltage from the polyphase alternator into a DC voltage output before delivery to the battery assembly; and a processor communicatively coupled to the battery management system and configured to receive a plurality of battery-related data transmitted from the battery management system; a releasably and communicatively coupled charging assembly including: Equipped with the battery assembly is directly communicatively coupled to the alternator, and the engine operates at a variable speed during charging of the battery assembly to vary the DC voltage output to the battery assembly based on the plurality of battery-related data transmitted from the battery management system. Charging system.

10. 10. The charging system of claim 9, wherein the engine control unit operates the engine at variable speeds during charging based on the plurality of battery-related data transmitted from the battery management system, the variable speed including an initial higher revolutions per minute corresponding to a maximum charge rate when the battery assembly is below a predetermined threshold, and a subsequent reduced revolutions per minute as the temperature of the battery assembly increases and the charge level of the battery assembly increases.

11. 10. The charging system of claim 9, wherein the voltage regulator operates in combination with the rectifier configured to rectify the AC voltage to the DC voltage output before delivery to the battery assembly, and the polyphase alternator having each of the depicted stator and rotor fields interacts with the voltage regulator and operates to supply the AC voltage to the rectifier for conversion to the DC voltage output, which is then sent to the battery assembly via connecting lines.

12. the processor facilitates each of engine start, stop, data measurement, data display, and fault protection functions in addition to generator power measurement, power display, and power protection, and the processor is communicatively coupled with each of the engine control unit, the voltage regulator, and the charge controller; The charging system of claim 9.

13. 10. The charging system of claim 9, wherein the battery assembly is installed in an EV type vehicle.

14. 10. The charging system of claim 9, wherein the polyphase alternator further comprises a plurality of polyphase alternators for charging a plurality of battery assemblies.

15. a battery pack having at least one battery cell; and Battery Management System a battery assembly including: a charging assembly releasably and communicatively coupled to the battery assembly, polyphase alternator, a voltage regulator communicatively coupled to the polyphase alternator; and a rectifier for converting AC voltage from the polyphase alternator to a DC voltage output before delivery to the battery assembly, the rectifier including a pair of transistors for each phase of the polyphase alternator, each of the transistor pairs configured to switch between a power-on state and a power-off state to control a direction of current flow and output a controlled DC current; a power conversion circuit having a processor communicatively coupled to the power conversion circuit and the battery management system, the processor configured to receive a plurality of battery-related data transmitted from the battery management system, and to provide a control signal to the rectifier to switch each of the pairs of transistors between the power-on state and the power-off state based at least in part on the plurality of battery-related data transmitted from the battery management system; and an engine driving said alternator to generate polyphase AC voltage; a charging assembly including: Equipped with the battery assembly is directly communicatively coupled to the alternator, and the engine operates at variable speeds during charging of the batteries to vary the DC voltage output to the battery assembly based at least in part on the plurality of battery-related data transmitted from the battery management system.

16. an engine control unit communicatively coupled to the engine; Furthermore, the engine control unit operates the engine at a variable speed during charging, the variable speed including an initial higher revolutions per minute corresponding to a maximum charge rate when the battery assembly is below a predetermined threshold, and a subsequent reduced revolutions per minute as the temperature of the battery assembly increases and the charge level of the battery assembly increases; 16. The charging system of claim 15.

17. 16. The charging system of claim 15, wherein each transistor of the pair of transistors coupled to each phase of the multi-phase alternator is an insulated gate bipolar transistor.

18. 16. The charging system of claim 15, wherein the power conversion circuit is configured to rectify the polyphase AC voltage into the DC voltage output before delivery to the battery assembly, and the DC voltage output is then transmitted to the battery assembly via connecting lines.

19. the processor: Facilitates engine start, stop, data measurement, data display, and fault protection functions in addition to generator power measurement, power display, and power protection.

16. The charging system of claim 15, further configured:

20. 16. The charging system of claim 15, wherein the battery assembly is installed in an EV type vehicle.

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